Roadmap between. automotive industry and infrastructure organisations. on initial deployment of Cooperative ITS. in Europe. Version 1.

Transcription

1 Roadmap between automotive industry and infrastructure organisations on initial deployment of Cooperative ITS in Europe Version 1.0 Disclaimer: This document provides a view on the introduction of cooperative ITS in Europe. In this version it reflects the authors point of view and not necessarily the point of view of the AG umbrella organisations and its members. However it is the aim, after a consultation process with all members, to have this document agreed by all members. 07 June 2013 Author: AG 1#27

2 TABLE OF CONTENT Introduction 4 Basic elements of C-ITS deployment in Europe 5 Activities in C-ITS deployment 9 Open issues to be treated to allow deployment by Amsterdam Group Road Map on Cooperative ITS Already available results 20 Overview of relevant deployment activities in Europe 21 Annex 1: Amsterdam Group intended contribution to C-ITS deployment in Europe, organization and governance 23 Annex 2: Letter of Intent of the umbrella organisations in the Amsterdam Group 26 Annex 3: MoU of the C2C CC on C-ITS June 2013 Author: AG 2#27

3 1. Introduction The implementation of Cooperative ITS (C-ITS) will provide communication and share real-time information between vehicles, between vehicles and the infrastructure and infrastructure to vehicles. This will enable the exchange of information to support road safety, traffic efficiency and sustainable travel beyond the scope of stand-alone systems. The implementation of cooperative systems will bring innovative services to road users and that will support road authorities and road operators in their roles as traffic managers and network operators. It will also change the behaviour of road users as well as influence the road authorities and the road operators investments in cooperative systems. For some years, several actions have been taken by automotive sector companies and by infrastructure operators aiming the launching of Cooperative Systems and Services in the market; for different reasons mainly the lack of coordination (the chicken and egg) have made it impossible their take-up in practical terms. The aim of this cooperation between both automotive sector companies and road operators/authorities is to encourage co-operation and their relevant industrial partners and supporters in order to develop a joint strategy for deployment. The commitment towards deployment of C-ITS of road operators / road authorities / car manufacturers and cities highly relies on the policy and costs / benefits of C-ITS implementations in their respective (regional / national) environment. Therefore this document can only show the path and steps towards the initial deployment of C-ITS as it is seen by the umbrella organisations and its members (= commitment to the roadmap). A decision and a commitment to deploy can only be taken by the members of the umbrella organisations on a local / regional level if this path will be followed and implementations will be undertaken. However the intention of this Road Map document is the identification and agreement On necessary steps regarding Cooperative Systems and Services, in this way defining a Joint Deployment Strategy for those who are eager to go for C-ITS implementations. On common open issues / necessary activities required to be solved for the initial deployment of Cooperative Systems and Services in vehicles and at infrastructure side. On a timeline to accomplish the open issues / necessary activities. This document on the road map therefore aims at practical recommendations (not binding) for their members for the initial deployment of (Day One) cooperative services. Information exchange, discussion and creation of solutions between the involved stakeholders in the context of C-ITS are key for forming these recommendations. In doing so, the Amsterdam Group builds on the results of the AG task forces and takes advantage of work within Standard Developing Organisations (CEN, ETSI) and the C2C-CC Working Groups as well as output from research projects and large-scale Field Operational Tests co-funded by the European Commission (such as SAFESPOT, CVIS, COOPERS, COMeSafety 1/2, EasyWay, DRIVE C2X, FOTsis) and national projects (such as Testfeld Telematik, simtd, SCORE@F, CONVERGE, SPITS etc.).this document is complemented in Annex 1 with information on the organisation and governance of the working group and is showing the commitments of the umbrella organisations towards the common aims of the Amsterdam Group and the MoU of the car manufacturers to start implementation of C-ITS by June 2013 Author: AG 3#27

4 2. Basic elements of C-ITS deployment in Europe In the AG it is generally agreed to follow a phased deployment approach with an initial deployment of simple non-complex Day One services where user benefits are achieved even with limited penetration of ITS in vehicles and equipped road side units in hot spot areas and corridors. In the following phases the complexity will increase including crash avoidance and hard safety services with increased penetration of vehicles with ITS equipment and increased infrastructure coverage and integration. The final objective is to have a service environment in which the road infrastructure is completely integrated with the cooperative capabilities of the vehicles to bring together an optimum range of cooperative services (Figure 1). The introduction will be an evolution instead of revolution - Implementation will not be a Big Bang, but rather a transition phase over years. With an increased penetration and improved services in new ITS hot spots and corridors the customer benefit will further increase. The ITS hot spots and corridors will converge in the future to continuous services to the benefit for end users and traffic management services. Figure 1: Phase concept of C-ITS deployment The C-ITS day one system will be technically interoperable and based on agreed standards and an ITS system specification which is currently being developed/agreed between the stakeholders from OEMs and Infrastructure. C- ITS hot spots and corridors should apply the same standards (V2V, V2I), and be scalable. Interoperable ITS services in vehicles together with the approach of regional, national and European cross border (e.g. corridor) deployment will support each other towards a general market take up. A fast penetration is of course the common goal but market needs and related business models should be taken into account and investment done by road authorities and road operators should be in line with their public policy objectives. While the initial infrastructure deployment will be based on needs for ITS services within a particular area the automotive industry deployment is prepared for a competitive market. The two approaches will support each other towards optimum coverage of cooperative ITS with enhanced services. In this respect, the technology should serve the services: fast 07 June 2013 Author: AG 4#27

5 penetration by means of harmonised and user oriented services while ensuring technical and operational interoperability and scalability. Service provision on the roads and in the vehicles will rely on different communication technologies, so a hybrid communication concept will be applied. It has also to be regarded that diversification is taking place, i.e. not every technology will be applied for every service. The hybrid approach points towards the following communication technologies: Short range communication based on ETSI ITS-G5 represents the focus of the Amsterdam Group. For V2V and V2I/I2V communication services with low latency requirements including safety related services the ITS G5 is developed and agreed between the automotive industry and the infrastructure organisations. The agreed system specification will provide the basis for implementation and deployment of Day-1 services in a competitive automotive market from 2015 onwards. The same ETSI ITS-G5 communication standards and the agreed system speciation are applied by road authorities and operators for specific V2I/I2V services and supported by CEN. For back-end services other technologies such as cellular communication including 3G, 4G are regarded as complementary technologies. These services can e.g. address non timecritical applications or provide coverage in areas where short range communication based on ITS G5 is not provided because of geographical conditions (e.g. remote areas). Back end services also provide an opportunity for operational service provider support. A criterion for the choice of different communication technologies is also area coverage of traffic information and/or traffic management services being local or network wide. Release 1 of the ETSI ITS-G5 standards release 1 is finalised and further harmonisation C-ITS standardisation is ongoing both in ETSI and CEN. ETSI ITS-G5 has been chosen by the automotive industry OEMs as the optimum solution for V2V and V2I communication and profiling of standards with triggering conditions, minimum performance requirements and security framework towards a common system specification providing general interoperability will be finalised by autumn The ITS-G5 standards will, as it has happened in the mobile communications sector, evolve gradually in time with improved features to be developed as release 2 by the standards organisations. In order to ensure service provision to all users backward compatibility must be guaranteed. Retrofit and after-market equipment will be able to support the development and penetration increase of cooperative ITS, independently of the technology evolution. However this is questionable in particular for safety related services with low latency requirements and needs further study. The European stakeholders are following the technical and regulatory development in the USA, where after-market equipment will play an important role to achieve a fast deployment penetration. Even if the development is different between EU and US (e.g. US focus on regulated safety services with broader focus on market driven safety, efficiency and sustainability services in the EU), there is a good potential for learning from experience and approach between the different regions. The expected benefits of cooperative ITS are various even for Day One services: Benefits within the transport system: road safety improvement, traffic efficiency and sustainability, The end user will perceive e.g. a more comfortable and efficient travelling, Benefits for individual stakeholders such improved traffic management including specific day one use cases service smooth (urban) traffic resulting in less pollution and a more reliable (inter)urban travelling, 07 June 2013 Author: AG 5#27

6 Economic boost for industry and service providers, supporting the Europe 2020 strategy of smart, sustainable and inclusive growth, Multimodality aspects will be facilitated by C-ITS, Pilot implementation projects are being developed in a number of European cities, Stakeholder User Automotive industry / OEM s Road authorities (Commercial) Road operators Cities Most common benefits (non exhaustive) Improved driving safety Insurance premium savings Time savings (congestion relief) Improved fuel efficiency Improved driving comfort Improved product safety Higher value of the vehicles Contributing to supplying mobility services Intensified Customer relationship management Better information to drivers Big data resulting from vehicle-infrastructure communication Commercial value of the collected data Reducing incidents and accidents More effective and efficient traffic information and management Improving labour productivity (e.g. road workers) by reducing absence times Asset condition monitoring (friction, potholes etc.) Reducing cost of traffic data collection Road capacity optimisation Better information to drivers Potential to reduce or remove infrastructure (such as loops and VMS) Improve infrastructure design Improve perceived safety by the users Improve user acceptance Reduce cost of infrastructure operation and maintenance Reduce ecological and energy impact Safer traffic in cities Less congestion in the urban road network More environmental friendly road traffic Asset condition monitoring (friction, potholes etc.) Reducing cost of traffic data collection Road capacity optimisation Better information to drivers Potential to reduce or remove infrastructure (such as loops and VMS) Table 1: Taxonomy of benefits for core C-ITS stakeholders The foreseen multi-stakeholder commitment in the Amsterdam Group to deploy C-ITS from 2015 onwards and Front Runner implementations will create a market momentum. The Amsterdam Group prefers a voluntary approach to C-ITS deployment stimulated by the European Commission: 07 June 2013 Author: AG 6#27

7 It does not favour a possible mandated deployment as expected in the USA as such an approach takes much longer to implement and will not be market driven in meeting the increasing customer needs for new communication requirements. A voluntary approach stimulated by the Commission based on market development in combination with road authorities / road operator policies as we plan it in Europe will adapt to the normal market forces and will ensure services and systems required by the users. Key stakeholders should support the preparation of EU wide specifications while Front Runners experience and investments should be taken into account when establishing e.g. specifications on EU level or roll out of services in follower countries. Therefore a voluntary approach (public private cooperation) which is supported by both industry and authorities should be followed. 07 June 2013 Author: AG 7#27

8 3. Activities in C-ITS deployment The deployment of cooperative ITS needs a multi-stakeholder cooperation. The umbrella organisations represented in the Amsterdam Group have expressed their support for C-ITS as follows. Both achievements of cooperation are referred in Annex 2: The C2C CC with its Memorandum of Understanding (MoU) on the introduction of Cooperative ITS from 2015 on has made a clear statement in the way forward. On the level of the Amsterdam Group this statement is complemented with the Letter of Intent (LoI) between the umbrella organisations carrying the Amsterdam Group. The commitment of road operators / road authorities highly relies on the policy and the effectiveness and costs of ITS implementations in their respective road network. E.g. Front runners are proactive and give direction to the developments and deployment of C-ITS by applying and testing early standards and setting the scene for the future. One of the front runner activities is the trilateral Cooperative ITS corridor between Vienna in Austria, Munich and Frankfurt in Germany and Rotterdam in The Netherlands which is organized and managed by the transport ministries and automotive industry of the three countries. Figure 2: Cooperative ITS Corridor and planned day one services The Cooperative ITS corridor has following implementation steps: Due to similar projects in the Netherlands (DITCM) and in Austria (Testfeld Telematik), which are implemented to national circumstances, and the efforts of the automotive industry in Germany within DRIVE C2X and SIM-TD, it is more than obvious to initiate a first step in the implementation of cooperative services together in a European Corridor. Thus a MoU for the establishment of cooperation in a corridor between the BMVBS - Federal Ministry of Transport, Building and Urban Development (Germany), the Ministry of Infrastructure and the Environment, Directorate-General Rijkswaterstaat (The Netherlands) and BMVIT (Austrian MoT) was signed on 10 June 2013 alongside the Council of Transport Ministers in Luxemburg. A similar agreement on concrete applications of cooperative systems between the German automotive industry and the German Ministry of Transport is planned and should give the key partners security for a market introduction of cooperative ITS. 07 June 2013 Author: AG 8#27

9 The goal is to equip a road corridor from Rotterdam via Frankfurt to Vienna, with specific day one services supported by the Amsterdam Group. In Germany, the implementation concept is focusing on road works trailers where cooperative modules will be installed. In Austria and The Netherlands the installations will be most probably focus on the currently available ITS implementations (gantries) of conventional line control systems or toll gantries (in Austria). The corridor approach envisages a phased roll-out like the one proposed by the AG. This should start in the federal state of Hesse and being subsequently extended to the corridor including the corridor-relevant parts of the Netherlands and Austria. The nationwide equipment of all road works safety trailers operating on the high level road network is planned before the end of the decade. Pre-development and proofof-concept of road works safety trailers in Hesse Deployment of road works safety trailers in the Cooperative ITS cor-ridor Rotterdam Frankfurt Vienna Deployment of road works safety trailers nationwide in Germany Figure 3: Phased deployment approach in the Cooperative ITS Corridor between the Netherlands, Germany and Austria In the Netherlands the policy has been adopted for a transition programme ( ) where the collective traffic information and management will be extended with individual traffic information and by that offers possibilities for individual traffic management. This will be achieved by applying innovative in-car and handheld services and technologies resulting in a reduced investment in conventional roadside systems when this approach is proven to be feasible. This will be a joint public-private cooperation. Objective is to achieve more effective and efficient traffic management and information services. The Dutch Integrated Testsite for Cooperative Mobility (DITCM), The PraktijkProef Amsterdam (PPA: pilot Amsterdam on networkmanagement and in-car services) and the Corridor project Netherland-Germany-Austria serve as important deployment tests to demonstrate and prove/test the added value of in-car services on a large scale. Important criteria are scalability, continuity, cross-border, cost efficiency, portability and acceptance/appreciation by road-users. It is expected that similar to established patterns of competitive dynamics (i.e. front runner follower) other initiatives will step up and connect to the Austrian-German-Dutch Cooperative ITS corridor. It is also expected that the connections to the urban network will evolve as today s cooperative ITS test sites also cover parts of the urban network (e.g. Helmond, Frankfurt, Vienna). The Amsterdam Group has already established (or will do so) connections to the following implementation pilots: 07 June 2013 Author: AG 9#27

10 The French automotive industry has taken the initiative to establish a pilot linking Paris and Strasbourg as being the potential interface to the Cooperative ITS Corridor. Bordeaux as being the host city of the next ITS World Congress in Europe in 2015 may also play a role here. The initiative is discussed with other French core stakeholders but no commitment has been taken yet. COMPASS 4D (coordinated by ERTICO, funded by the EC CIP ICT Policy Support Programme) started in early 2013 as a pilot C-ITS deployment among seven European cities (Bordeaux, Copenhagen, Helmond, Newcastle, Thessaloniki, Verona, Vigo). The service portfolio comprises Road Hazard Warning, Red Light Violation Warning and Energy Efficient Intersection. The urban services intend to contribute to solving urban transport problems by improving traffic management in cities. As an example, the city of Copenhagen is planning to provide public transport priority traffic within the city center based on C-ITS within the COMPASS 4D project and the same technology as corridor projects and other infrastructure projects in Europe. The coming years will likely show an increasing uptake of C-ITS in the urban context although this is expected to be a challenging process. Local authorities are key players in cooperative systems deployment because cooperative systems have the potential to support the management of urban transport systems in many ways. Potential benefits include: enhancing the quality and quantity of real-time traffic data gathered from equipped vehicles for improved management and control of the road network; efficient and less polluting urban freight delivery; improved use of infrastructure for moving people and goods efficiently, eg, public transport priority, kerbside management (parking, deliveries), access restrictions; information provision to encourage sustainable and safe travel behaviour; and, finally; an open ITS platform enabling a multi-vendor environment (as opposed to vendor lock-in faced by many local authorities today). Guiding principles for ITS deployment in cities: the deployment of ITS is largely objective-led, meaning that ITS investments are directly linked to policy objectives, such as promoting public transport or improving the safety of vulnerable road users. For local authorities, ITS is a tool to support all transport modes (private car, freight, public transport, cyclists, pedestrians and new mobility services). The priority given to mobility and sustainable modes in urban and regional transport policies in recent years has meant that most investment has likewise been directed towards services such as public transport priority at traffic lights, real-time passenger transport information, multi-modal journey planners and electronic ticketing. Besides policy, another important principle guiding deployment is cost effectiveness. This is gaining greater importance in the current climate of budget cuts, where any capital investment is subject to even greater scrutiny and actions are being taken to bring down the operational costs of existing systems. Any new technology proven to be more efficient or cheaper than mainstream ITS will have a good business case. Concerns and barriers for local authorities regarding cooperative systems: while the many R&D and pilot projects have shown that cooperative systems work- at a technical level, the real benefits for local authorities have still to be proven, ie, cooperative systems must show how they can contribute to either policy objectives and/or cost-effectiveness. Most cooperative systems R&D has focused on vehicles and traffic management, whereas most (larger) cities hold the view that network control is a largely completed task and that increasing operational capacity through further ITS is reaching the point of diminishing returns. It is also worth noticing that whilst key players within OEMs, some road authorities and research institutes have passed the phase of demonstrations and 07 June 2013 Author: AG 10#27

11 are heading towards deployment, European cities in many cases have not yet reached the demonstration stage. Recommendations for an accelerated deployment of cooperative systems Develop applications of relevance to local authority policy objectives; particularly with regards to public transport, and non-motorised road users. Ensure proper evaluation of benefits, especially at urban level. Develop deployment scenarios for local authorities showing (amongst other things) how to move in a cost-effective way from existing systems to cooperative systems. Strengthen the role of cities in all development and testing activities, including large scale and complex field operational tests (FOTs) to make sure local policy objectives are taken into account both in the applications developed and in the evaluation. Develop robust business models for local authorities. Action plan on urban issues for Amsterdam Group Ensure proper representation of local authority interests within all infrastructure-related cooperative system standardisation activities. Standardisation of SPaT for instance cannot be left to traffic system suppliers and ITS experts alone. Encourage and facilitate discussion on alternative urban applications of the Amsterdam Group Day One services. Most of the Day One services are more suited to interurban roads. However, the functionality enabled by them may well find a suitable use in an urban and/or regional context. For instance, the slow/stationary vehicle warning service could potentially have an urban fleet application, such as managing bus headway or warning of a broken-down fleet vehicle (bus, refuse truck, etc). Regarding the services to be deployed on the Vienna-Frankfurt-Rotterdam corridor, there should be a detailed consideration of the opportunities and requirements of each service for cities and regions: o Probe vehicle data (PVD) holds great appeal to road authorities since they are large consumers of real-time traffic data for traffic control purposes. Questions for consideration include: What are the infrastructure (hardware/software) requirements? What are the capital and operational costs? Is PVD more cost effective than existing traffic detection systems? Is PVD as, or more, reliable than existing systems? What data is needed to feed the traffic control systems? How can the irrelevant data be filtered out from the relevant data? Can the traffic control systems cope with the huge amount of data (data overload)? Could PVD be extended to all (non-motorised) road users? When could PVD fully replace existing traffic detection systems (ie, which vehicle penetration rate)? o In-vehicle information (IVI) could be useful to urban and regional roads if the information displayed goes beyond traffic information and if route guidance is based on the prevailing traffic control strategies. Other information to be displayed could include traffic regulations, eg, speed limits, one-way street, access restrictions (to specific vehicles, at specific times); temporary diversions; road works, etc. Questions for consideration include: What are the benefits of IVI over existing information services (road signs, VMS, traffic broadcast, SatNav)? What infrastructure (road-side, back-office, etc) is needed for in-vehicle information and at 07 June 2013 Author: AG 11#27

12 o o what cost? What is a sensible roll-out plan for IVI, ie, which data to start with, how to extend over time and what are the key enablers (eg, a centralised database of (i) traffic regulations, (ii) road works and diversions, etc)? What is the risk of information overload for the driver and how can this be mitigated? What are the liability implications for a local authority if the data displayed is not up to date and this leads to an accident? Road works warning is considered to hold more relevance on interurban roads due to the high traffic speeds and the consequent safety implications. In urban areas, road works information could be provided through in-vehicle information since the main benefit is of a traffic efficiency nature rather than safety. SPaT is not going to be implemented on the corridor; however, it is addressed here because it is an urban-specific application and furthermore, there is ongoing standardisation activity. The SPaT use case presented by the Amsterdam group should represent the viewpoints of the umbrella organisations and in particular urban stakeholders. This way the SPaT use case from the Amsterdam group can be used and referenced to within the C2C-CC and used as input to standardisation. 07 June 2013 Author: AG 12#27

13 4. Open issues to be treated to allow deployment by2015 The initial deployment of a day one service/system for cooperative ITS (C-ITS) requires a range of activities of technical as well as operational and strategic nature. This all are needed in cooperation among the members of the AG in order to close the last open issues to allow deployment by The structuring of the open issues in a specific time framework is the consequent next step. It is more than logical that the open issues are interfaced and have strong relations to each other. The following overview does not differ upon issues related to deployment design/planning and implementation. Open Issues Day one applications Technical Standardisation System specification Decentralised Congestion Control Co-Existence 5,8 / 5,9 GHz Applications International harmonisation Specify Backend Services Roles & Responsibilities Agree on Security & Privacy framework Agree on Compliance assessment processes Develop lifecycle management Quality Management Hybrid Communication Concept Coordinated Marketing Activities Retrofit Devices Implement Operate Who is leading currently AG ETSI / CEN C2C-CC ETSI ETSI / CEPT EC (DG Connect) Front Runners Front Runners C2C-CC C2C-CC C2C-CC not identified yet AG AG not identified yet Front Runners Front Runners This is a short list of open issues to achieve the first/initial simple implementation for day one services. More issues need to be solved to achieve a complete/sustainable implementation of the day one services. The above mentioned issues are also relevant and stay on the list when discussing the day C-ITS services. The day one applications V2V and some of the V2I services - have been tested and validated within large-scale field operational tests in Europe. Gaps and still missing standards are substituted by white papers as temporary standards to be used in parallel for the standards development within the SDOs. For a number of years the technical standards for C-ITS have been developed within the standards organizations (SDOs) such as CEN ETSI IEEE - ISO SAE as well as in national standards organizations e.g. Japan. Release 1 of the standards is now close to finalization and activities to achieve a certain level of coordination and harmonization is ongoing. In a competitive market approach where the individual industry players provide their specific implementation it is important that a minimum system specification is followed in order to enable component development and individual OEM system integration to achieve a reliable and consistent 07 June 2013 Author: AG 13#27

14 complete service chain. This approach in C-ITS now has to be complemented by the system specification needed for the setup of the system for V2I and I2V services too. The day one system specification is currently being developed within the C2C-CC for the services to be included in the vehicle, however the infrastructure organizations ready for deployment need to complement with their point of view. It is clear that full compatibility between both worlds should be guaranteed as long as both approaches rely on the same family of available standards. Current open issues, such as coexistence of non-ip versus IP based communications should be made compatible taking into account the recommendations and implementations of the European standardization bodies. Decentralized Congestion Control (DCC), i.e. preventing the communication channel(s) from being congested by incoming/outgoing messages (managing road traffic congestion is not addressed here), is under development within ETSI. Even if DCC is more relevant for higher vehicle penetration it is important to initiate the framework for DCC even in a day one system. Co-Existence 5,8 / 5,9 GHz Applications: Future 5.9 GHz ITS applications shall not interfere with the European Electronic Toll applications based on DSRC in the 5.8 GHz band. ETSI has taken over responsibility to come up with a solution and has consequently issued respective co-existence standards. The coexistence standards including ETSI TS have been published and a reference for limits and conformance is included in the relevant Harmonised Standard, which is now in the EN approval Process within ETSI. International harmonisation (EU-US-JP): The implementation of C-ITS is an international and worldwide issue. Especially taking into account the markets OEMs are facing. But also for road operators this is a chance to exchange information with other partners which have already investigated in open issues for the operation and implementation of C-ITS. A general standard on roles and responsibilities has been developed within CEN TC 278. It is required that in addition each day one use case will need a specifically described roles and responsibility implementation which might vary per country or road authority. A detailed security and privacy framework has been developed and standardized within ETSI TC ITS. A common security public key infrastructure (PKI) is needed and the related security and privacy policy framework to be developed. Within the C2C-CC a pilot for such a PKI has been established and is currently being tested. The pilot PKI is operational from April Furthermore discussions are ongoing about the policy issues for security in close cooperation with the US OEMs. The deployment projects will be invited to participate in this pilot with the aim to develop a common security/privacy framework in Europe. Compliance assessment/certification of the ITS system with individual vehicle as well as infrastructure C-ITS implementations are being developed within the C2C-CC. This includes development of common test procedures for both general test cases and application specific test procedures. The compliance assessment process for C-ITS, which is developed by C2C-CC, is currently under discussion with European infrastructure operators and providers in order to achieve global coordination of compliance assessment and testing framework activities, cooperation is ongoing between the C2C-CC and the USA OEM stakeholders within the CAMP/VIIC. The stakeholders have a strong focus on day one deployment in their current preparation for deployment. In the technical development it is, however, also important to consider lifecycle management to ensure that the technical C-ITS implementation for day one will also be applied for 07 June 2013 Author: AG 14#27

15 next generation systems day two - and that day two technology will take into account day one services. This framework is being considered within the initial system specification. Quality management is of increasing importance in relation to the deployment of Cooperative ITS. An important issue is enhancing the reliability of ITS Services by improving the consistency along the whole value chain e.g. dynamic roadside and in-vehicle messages as well as traffic management strategies on national, regional and local networks. The quality management issue can be seen complementary to the compliance assessment activities but focusing on the operation of C-ITS. It is important to make clear agreements between stakeholders about the exchange, the data quality, the right-of-use, privacy issues, right-of-use of data, security of data etc. Hybrid Communication Concept: The provision of cooperative services requires cooperative technologies allowing the vehicles to communicate with roadside infrastructure and other vehicles to share data about the traffic status and immediate road environment. Not all applications necessarily involve two-way V2I communication or V2V communication. Also these communication needs can be satisfied by different technologies, involving short range communication based on ITS G5 and for backend services cellular communication such as 3G and 4G. The general communication architecture standard, EN , is the basis for C-ITS communication without dependencies to specific communication technologies. This should lead to a common agreement on the communication architecture for alternative communication means taking into account the day one applications agreed. Marketing activities and PR: Efficient marketing activities of cooperative services will be one of the success factors for the introduction of cooperative ITS. This marketing activities should not only focus on the end user, but should also take into account countries, OEMs and road operators. One key issue will be the creation of a trademark (e.g. CoSy similar to WiFi) under which cooperative ITS services will be promoted as it is expected that different OEMs will sell the feature of C-ITS under a different function. Retrofit devices: The roll out of cooperative services and the penetration rate will highly depend on the availability of nomadic devices for retrofit or temporal installation in cars. Implement and Operate: In the implementation and operation of day 1 services issues will arise. An organisational structure will have to be implemented in order to cope with these requests. 07 June 2013 Author: AG 15#27

16 5. Amsterdam Group Road Map on Cooperative ITS The aim of this road map is to put all strategic activities/studies in order (in time, in relation, responsibilities) which are needed for deployment. It has two levels a strategic and an operational one. In some aspects also V2V and V2I aspects are separated. From its nature, the Amsterdam Group roadmap intends to provide orientation about necessary elements in order to start day one deployment by 2015: Only some road authorities and operators will be ready for deployment at this point in time and hence different levels of involvement concerning C-ITS deployment do exist. In order to reflect the coordinating function of the AG concerning C-ITS deployment of day one services properly, the roadmap is indicative to the members of its umbrella organisations. It is furthermore expected that deployment initiatives aligned with the intentions of the Amsterdam Group (such as e.g. the Austrian-German-Dutch C-ITS corridor) develop their version/plan of a deployment handbook. This is adapted to the (trans) national needs but fits smoothly in a coherent picture of day-one deployment in the European Union. The road map has a limited horizon: only DAY 1 services deployment which will be started by car industry by 2015, road side has to catch up with this plan. It makes use of existing research, developments, studies as much as possible reflecting also common agreed points of view in AG on points (see above in this paper).the roadmap is basically technical and a bit strategic but not operational and economical (cost benefit). The essential elements of the roadmap have the following timelines: Who Until when Agree on day one applications Identify short list (done) AG Final version of the infrastructure services will be AG October 2013 based on individual roadmaps towards full deployment for each service. Technical Standardisation Contribute to CEN/ETSI work AG 2013 Analyze release 1 of technical standards of ETSI and CEN for completeness for day 1 Contribute to release 2 standards Put forward mandate to EC for further standardisation support System specification Standards profiling - triggering conditions etc. Develop white papers where no appropriate application standards are ready Follow the process within CEN and ETSI to ensure that white papers are taken in account Decentralised Congestion Control Follow the process Analyse ETSI results Front Runners AG AG C2C-CC C2C-CC/AG C2C-CC/AG AG AG AG September 2013 October 2013 Sept 2013 Sept / June 2013 Author: AG 16#27

17 Co-Existence 5,8 / 5,9 GHz Applications Follow EN approval process of harmonised standard to be adopted by the member states. AG End 2013 Test the proposed solution in conjunction with the Front Runners 2014 proposed DCC standard Protection of the agreed frequency spectrum for C-ITS C2C-CC in the 5.9 GHz bands and the DSRC applications in the 5.8 GHz band based on new spectrum requirements from Wi-Fi applications in the 5 GHz range. ACEA Frontrunners Specify Backend Services tbd Front Runners Q Roles & Responsibilities Front Runners Mid 2013 tbd (Coordinated) Agree on Security & Privacy framework C2C-CC 2014 Based on pilot PKI during Agree on Compliance assessment processes and test C2C-CC Q environment Develop an agreed process for compliance assessment AG Develop lifecycle management C2C-CC Q AG to contribute to the C2C-CC process Hybrid Communication Concept AG Q tbd Coordinated Marketing Activities AG 2014 tbd Quality Management Front Runners 2014 tbd (Coordinated) Retrofit Devices AG/C2C-CC Q tbd Implement Front Runners 2014 ff tbd (Coordinated) Operate Front Runners 2014 ff tbd (Coordinated) 07 June 2013 Author: AG 17#27

18 AG ROADMAP ACTIVITIES Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Agree on Day one applications Identify short list (done) Final version of infrastructure services Technical standardisation Contribute to CEN/ETSI work Release 1 Analyse Release 1 for completeness Contribute to Releasse 2 Systems specification Standards profile-triggering conditions White papers where no standards are ready Follow CEN/ETSI process regarding white papers Decentralised congestion control Follow process within ETSI STF Analyse results of STF results Co-existence 5.8/5.9 Applicaitons Follow EN approval process of harmonised standard Test the proposed solution in relation with DCC Spectrum sharing issues between ITS and Wi-Fi Specify Back-end services Roles and responsibilities Agree on Security and Privacy framework Compliance assessment and Testing procedure Develop lifecycle management Develop Hybrig communicaiton concept Coordinated Marketing Activities Quality management Retrofit Devices Implement Operate Amsterdam Group C2C-CC Front Runners 07 June 2013 Author: AG 18#27

19 6. Already available results An agreed list of day one applications is fundamental to the initial deployment of cooperative ITS. It is understood that Use Cases should cover inter-urban as well as urban environment, probably taking into account different Service Levels The one derived by the AG on the short list are: Simple and non-complex services that provide end user benefit and supported by a solid business model A balanced mix of services that support all environments of C-ITS (urban, rural, inter-urban (all V2I2V) and V2V) which can be regarded as minimum set of services for day one Services that are feasible with low/minimum risk to avoid a first day bad image hampering further user acceptance Services that provide credibility to C-ITS Services that support a fast penetration and offer a platform for further deployment of other services Typical V2V in this respect are 1. Hazardous location warning 2. Slow vehicle warning 3. Traffic Jam ahead warning 4. Stationary vehicle warning 5. Emergency Brake light 6. Emergency vehicle warning 7. Motorcycle approaching indication I2V day one use cases in this respect are 1. Road works warning 2. In-vehicle signage 3. Signal phase and time 4. Probe Vehicle Data Functional specifications and roadmaps towards full deployment for each of the services to be finalized by end 2013 in close cooperation between AG and C2C-CC. As cooperative systems and services need the collaboration of many stakeholders, it is important to establish an organisational architecture which provides the framework for all activities concerning C- ITS deployment and operation. An organisational architecture forms the basis for agreeing on roles and responsibilities to be performed in the C-ITS context. It allows the mapping of stakeholders who are willing to contribute to C-ITS deployment (actors) with the roles to be performed. CEN/ISO as one of the standards development organisations has worked on an abstract, technologically agnostic organisational architecture. The related TS has gone through the national ballot process in June 2013 and is foreseen for publication soon. The roles and 07 June 2013 Author: AG 19#27

20 responsibilities standard forms also the basis of the White Papers developed in close cooperation between the Amsterdam Group and the C2C-CC on the four day one services (see above) with infrastructure involvement. Figure 4: Top level roles according to organisational architecture (CEN/ISO TS 17427) The roles and responsibilities standard identifies four top-level roles, namely Policy Framework, Service Operation, System Management and Using the System. The four top-level roles are detailed by sub-roles. As an example, the policy framework can be subdivided into the role of policy maker and standardization organisation. Obviously, the system management comprises a lot of subroles of either strategic or operational nature. Examples include service catalogue manager and compliance manager for the strategic parts as well as security certificate body and service owner for the operational management. The mapping of stakeholders to these uniform roles allows for optimum flexibility against the background of different modes of operation throughout the EU Member States. 7. Overview of relevant deployment activities in Europe The initial deployment of cooperative ITS in Europe will be based on a phased approach with simple, non-complex services in the initial deployment and increased complexity with increased C-ITS penetration in vehicles as well as roadside units in corridor and city projects. The automotive industry has agreed to initiate deployment of C-ITS from 2015 in a competitive environment. An agreed system specification typically based on ETSI TC ITS communication standards will be finalised autumn The joint system specification will provide regional interoperability across all stakeholders including automotive, authorities and road operators. All services will be further developed with higher complexity in accordance with market/user acceptance and as agreed by the relevant stakeholders. 07 June 2013 Author: AG 20#27

21 Deployment activities planned and in preparation in line with the activities of the Amsterdam Group C-ITS Corridor Austria Germany The Netherlands From 2015 French corridor pilot project Paris Strasbourg From 2015 Corridor project in Sweden Estimated Corridor project in Portugal Estimated City projects in accordance with the EC supported COMPASS4D project o o o o o o o Bordeaux, France Copenhagen, Denmark Eindhoven, Netherlands Newcastle, UK Thessaloniki, Greece Verona, Italy Vigo, Spain City projects under consideration within the POLIS organisation It is expected that all European Deployment projects apply the same standards and system specifications in order to ensure interoperability. Further deployment projects or pilots will contribute to a European wide C-ITS implementation and deployment. 07 June 2013 Author: AG 21#27

22 Annex 1: Amsterdam Group intended contribution to C-ITS deployment in Europe, organization and governance The Amsterdam Group (AG) is a strategic alliance for key stakeholders with the objective to facilitate joint deployment of cooperative ITS (C-ITS) in Europe. The Amsterdam Group includes the umbrella organisations CEDR ASECAP POLIS and C2C-CC: ASECAP - European professional association of operators of toll road infrastructures, CEDR - European organisation for the national road administrations, POLIS - Network of European cities and regions, The Car 2 Car Communication Consortium - European vehicle manufacturers, equipment suppliers and research organisations. Therefore the Amsterdam Group includes the Key-Stakeholders who have the means to jointly develop and deploy cooperative ITS in Europe. However the members of the umbrella organisations have shared and own responsibilities and duties in relation to C-ITS. The umbrella organisations have signed in summer 2012 a Letter of Intent (LoI) which expresses the commitment of the signatories to support the work towards C-ITS deployment. At the same time it is acknowledged that different levels of involvement exist because not all members of the umbrella organisations are ready for deployment at the same point in time: The LoI represents an expression of commitment to support the work of the members as a shared objective for the benefit of everyone. Agreements between members of the umbrella organisations will be signed in order to plan the C-ITS deployment (e.g. technical and organisational requirements). The Amsterdam Group is active to facilitate information exchange, discussion and creation of solutions between the involved stakeholders in the context of C-ITS. The AG aims to ensure interoperability and lifecycle management both technically and operationally: The Amsterdam Group builds on the results of the AG task forces and achievements produced elsewhere. AG is taking advantage of work within CEN, ETSI, EasyWay CoSy TF, the C2C-CC Working Groups, large-scale field European operational tests (FP7) and national projects like Testfeld Telematik, SIM-TD, SCORE@F, Converge, Spits etc. The AG stays in contact with corridor and city deployment projects in Europe and provides support to new projects to be established with the intention to facilitate linking of the different projects towards a joint European-wide deployment of cooperative ITS. The AG also stays in contact with stakeholders as well as national and European wide regulators in order to facilitate strategic information exchange towards a European cooperative ITS system to be developed. This line of action also includes open workshops and meetings with operators suppliers service providers and others needed for further development. While strategic support to on-going deployment projects is an essential part of the AG work, it is not the role and capability to contribute with detailed technical and business activities to the individual deployment projects. 07 June 2013 Author: AG 22#27

23 As already outlined above, not all members of the umbrella organisations are ready to deploy C-ITS at the same time. The different levels of involvement deserve some additional explanation: A commitment of road operators / road authorities highly relies on their (national) policy and the effectiveness and costs of ITS implementations on their respective road network. The policy framework is influenced by financial and economic aspects that need a deep analysis. The financing and resources for covering the implementation and operation costs of ITS specific solutions have to be analysed before any commitment from e.g.road operators / concessionaires perspective. It is therefore obvious that only the clear existence of a business model (economically or social/image) can contribute to a positive result of this evaluation. This is in particular true in the framework of concessionaire contracts of toll roads e.g. if additional investments are required/imposed toll operators have to be compensated and their contracts have to be rebalanced. The AG shares and adopts common results of work developed within the members projects and activities. Relevant results of deployment developments within specific working groups of the umbrella organisations are presented within the AG but membership within the AG is limited to dedicated members relevant for the specific work of the AG. The following Figure 5 provides an overview over the organisation of the Amsterdam Group: The umbrella organisations forming the Amsterdam Group send representatives of their members to the AG full meetings (plenary meetings). These meetings are organised quarterly in Amsterdam. Other meeting places may be considered. As the AG has managed to establish a stable circle of representatives, other meeting forms, i.e. Web meetings and telephone conferences, will play an increasing role in the future. Figure 5: Organisation of the Amsterdam Group A Management Group with one representative from each of the umbrella organisations provides proposals for strategic direction and contributions to the AG meetings and the work of the organisation. The Management Group may meet more often than quarterly. The Management Group may also invite relevant persons to specific meetings if deemed useful. A person, nominated from the umbrella organisations CEDR ASECAP POLIS and C2C-CC, chairs the AG. It is agreed that the chairmanship rotates between the umbrella organisations every year. The chairman is the AG contact point to the external bodies like the European 07 June 2013 Author: AG 23#27